Channel 4 ‘Altogether Different’ advertising campaign

Caroline Russell: An advert for Channel 4’s ‘Altogether Different’ campaign was removed from the Transport for London (TfL) bus network at the end of August 2021 after outcry from the public. How was this advert given the approval to be featured on the TfL network?

The Mayor: Transport for London (TfL) operates a copy approval process for advertisements on its network, with its media partners reviewing every advertisement. In certain instances, TfL’s media partners refer copy to TfL for consideration particularly to seek TfL’s view on the advertisement’s compliance with the TfL’s Advertising Policy.
TfL officers reviewed this advertisement and initially it was considered compliant with its advertising policy. However, this assessment was reviewed following the initial complaint and the subsequent complaints that followed, and TfL officers agreed that it was inappropriate and likely to cause widespread offence because of the advert’s interaction with the customer. TfL then instructed the media partner to remove the advert from its bus network.
Going forward, TfL has increased scrutiny of how advertisements look in situation and will pay specific attention to advertisements which seek to incorporate its customers into their presentation.

X26 Bus (2)

Neil Garratt: When did the X26 switch from being a single decker bus to a double decker bus?

The Mayor: Route X26 began using double deck vehicles on 15April 2017.

X26 Bus (1)

Neil Garratt: Please provide me with the monthly ridership for the X26 bus route since its introduction.

The Mayor: Please see the attached Appendix for monthly X26 ridership since the route was introduced in April 2005.

The Mayor: 3898 - X26 Bus appendix (1).pdf

High Barnet Tube Station (5)

Susan Hall: What action has TfL taken in the last 12 months to ensure the stability of the land next to High Barnet tube station?

The Mayor: All assets owned by Transport for London (TfL), including land next to High Barnet station, are subject to a thorough and detailed protection regime which ensures their safety and the safety of TfL’s customers. This includes periodic inspection of the land around TfL’s stations.

Future Bus Project

Caroline Pidgeon: Given the current financial situation at TfL, what is the current status of the Future Bus Project and when will more information be available to Londoners?

The Mayor: “Future Bus” is the internal working name for a broad range of potential enhancements to the bus network, aimed at making it more appealing to existing and new customers. Transport for London anticipates publishing details by March next year.

New Zero-emission buses (1)

Caroline Pidgeon: Following your announcement on the 17 September 2021 that all new bus purchases will be zero-emission, will you require all bus operators to purchase or lease zero-emission buses as part of their new route contracts?

The Mayor: I was delighted to be able to announce that the London bus fleet will be going zero emissions three years earlier than planned, in 2034 rather than 2037. With Government support, this date could be brought forward even further to 2030. All new buses being leased or procured will now need to be zero emission to put us on this faster trajectory. At the same time, this transition needs to be smooth and affordable, so mid-life buses which are already at the ultra-clean Euro VI engine emission standard will continue in service for most of their working lives.

TfL uniforms

Shaun Bailey: A resident contacted me to say that he is concerned that the uniforms of TfL security staff look too similar to those of police officers. Is this something you can look into?

The Mayor: The uniform style of Transport for London’s (TfL) Transport Support & Enforcement officers is designed to look different to its other uniformed teams, reflecting their unique role of providing a highly visible physical deterrent and tackling anti-social behaviour, which contributes to staff and customers feeling unsafe. This was a key commitment of TfL’s Work-related Violence and Aggression strategy, enhancing its capability and support to staff.
TfL’s uniform style and colour is different to policing partners, who wear black with yellow high vis and clearly display the word ‘police’ to the front and rear. All TfL Operations Officers, as well as many of its frontline staff, wear blue uniforms, which is a TfL corporate colour. TfL’s Transport Support & Enforcement team also wear a blue personal protective vest, which is clearly marked with ‘Transport Support and Enforcement’, as well as a peaked cap.

Charging of mobility scooters

Hina Bokhari: Will consideration be given to ensuring that further residential electrical charging points that are installed as part of any joint initiative involving TfL are adaptable to allow charging of electric mobility scooters as well?

The Mayor: Following a successful bid from Transport for London (TfL), London Councils and the Greater London Authority (GLA), the Government awarded funding for on-street residential charge points via the Go Ultra Low Cities Scheme. With support from London Councils, this has led to London boroughs delivering over 4,700 charge points across the city. These are used by Electric Vehicles (EV) which have compatible chargers. Mobility scooters tend to use a standard 3 pin plug to charge and would not generally be compatible with the EV connector types, or the level of power that is transmitted from apublic EV charge point.
Policy H13 of my London Plan requires that storage and charging facilities for mobility scooters are provided in new developments of specialist older persons housing. More generally, Policy D7 requires 10 per cent of all new homes to be compliant with Building Regulation M4(3), meaning they are ‘wheelchair userdwellings’. Building regulations set space criteria and a requirement for charging facilities for up to two wheelchairs in the home.
Mobility scooters do not currently share space with carparking,so their charging facilities are delivered separately.As such there are no currentplans to adapt public EV chargingpoints to charge mobility scooters.

Cycling on Old Kent Road (1)

Marina Ahmad: Can you update me on the modelling work on options for the Healthy Streets scheme along Old Kent Road that TfL are currently undertaking?

The Mayor: In 2019, Transport for London (TfL) undertook some early traffic modelling as part of the feasibility study for the Old Kent Road Healthy Streets project. Modelling work on the project was paused during 2020/21 to enable TfL to focus on the delivery of the London Streetspace Plan in response to the COVID-19 pandemic.
Subject to funding, TfL plans to review the options developed for the Healthy Streets project in line with the requirement to support growth and improve sustainable transport options along the Old Kent Road corridor.

Cycle Infrastructure Design LTN 1/20 Standard (1)

Caroline Pidgeon: Further to your response to Question2021/3644, can you specifywhich parts of the Transport for London Road Network wouldnot require dedicated cycling provision?

The Mayor: Analysis of the TLRN would suggest that not all sections of the network require or would be suitable for dedicated cycling provision, for example on suburban arterial roads where cyclists can be better provided for on parallel roads. As such we would not expect to apply the national cycling design guidance on all of the TLRN.
Some sections of the North Circular, for example around Brent Cross, would not be suitable for dedicated cycling infrastructure in their current form, nor sections of the A12, for example past Leyton, or the most westerly sections of the A40 in Hillingdon.

Metroisation of Rail (1)

Elly Baker: TfL’s March 2019 “Strategic Case for Metroisation in south and southeast London” document says, “more could be delivered from the existing network…with better frequencies on both local stopping services and longer-distance fast services”. Does anything in the Williams-Shapps Review alter your thinking on delivering more from the network, both for local and long-distance services?

The Mayor: The Williams-ShappsPlan for Rail reinforces Transport for London’s (TfL’s) view that delivering more from the existing rail network will bring improvements to passengers and increase the efficiency of the railway.Metroisationof the National Rail network in south and south east London therefore remains a longer term aspiration, and TfL will continue to liaise closely with Network Rail and the Great British Railways Transition Team to ensure that future industry strategy meets the needs of all rail users.

Passenger Service Contracts (3)

Elly Baker: Has the Government confirmed whether the GLA will be able to participate in the design of the new contracts so that those covering London’s metro services will be closely aligned to the needs of Londoners?

The Mayor: The Government has not confirmed this matter yet. Transport for London will continue to liaise closely with the Great British Railways Transition Team to ensure that the design of the new contracts meets the needs of Londoners.

Cycling on Old Kent Road (2)

Marina Ahmad: What plans, if any, does TfL currently have to provide a segregated cycle lane along Old Kent Road, from the Elephant and Castle to New Cross?

The Mayor: Improving cycling facilities along Old Kent Road remains a key objective of the Old Kent Road Healthy Streets project. Subject to funding, Transport for London (TfL) plans to review the options developed for the Healthy Streets project in line with the requirements to support growth and improve sustainable transport options along the Old Kent Road corridor.
In the meantime, TfL has continued to improve cycling facilities in South East London, including the new segregated cycle lanes on Cycleway 4 between Tower Bridge and Greenwich along the A200 corridor running parallel to Old Kent Road.

E-Scooter Trial (3)

Nicholas Rogers: Could you please provide an update on the e-scooter trial, including a summary of feedback received thus far from users, stakeholders and members of the public?

The Mayor: Transport for London (TfL) is publishing statistics on rental e-scooter usage in London every four weeks during the trial. The published metrics can be found here: https://tfl.gov.uk/corporate/publications-and-reports/electric-scooter-rental-trial.
TfL has launched an online engagement platform in order to collect feedback on the rental e-scooter trial in London from members of the public and users of rental e-scooters. Feedback can be viewed here: https://haveyoursay.tfl.gov.uk/e-scooter-trial/. TfL’s Equality Impact Assessment (EqIA) summarises the equality-related feedback on the trial from its engagement with stakeholder groups and can be found here: https://content.tfl.gov.uk/rental-escooter-trial-2021.pdf.

Under-representation of Black, Asian and Minority Ethnic Staff at Senior Levels at TfL

Caroline Pidgeon: Currently only 6.8% of directors at TfL are from minority ethnic communities. How are you working with TfL to address the under-representation of Black, Asian and minority ethnic staff at senior levels in the organisation and make it more representative of London?

The Mayor: I am working with Transport for London (TfL) to provide a range of programmes to tackle underrepresentation and build a pipeline of talent to stimulate long term change and improve representation in senior roles. This includes empowering TfL's managers and colleagues so they can make well-informed decisions to collectively tackle the pay gap and embed work to diversify TfL’s recruitment.
TfL aspires to be a values-led organisation that reflects its people and Londoners more broadly. TfL will continue to focus on attraction, internal career development and progression, access to learning and development opportunities, and workplace values and behaviours. Its dedication to an equitable, diverse and inclusive workplace will continue to underpin everything it does.

TfL Ethnicity Pay Gap Report 2020

Caroline Pidgeon: TfL’s latest ethnicity pay gap report from the 2019-20 financial year is concerning, with the mean ethnicity pay gap increasing from 11.4% in the previous year to 12.1%. How you are working with TfL to ensure they close this gap?

The Mayor: I am working closely with Transport for London (TfL) to eliminate the ethnicity pay gap.The slight increase in TfL's ethnicity pay gap is partly because there has been an increase in the number of people from Black, Asian and Minority Ethnic communities predominantlyrecruitedinto non-senior management positions. There has also been an increase in declarations of personal data, including gender and ethnicity which gives TfL a clearer understanding of this issue.
TfLis constantly reviewing its recruitment campaigns and processes to ensure it promotes equality and inclusion at all stages of the process to improve the diversity of its talent pipeline and workforce representation. TfLwill be launching its Action on Inclusion strategy next year, which sets out its aims of embedding a fairer and more inclusive culture within the workplace over the next four years. This isalongside its annual Pay Gap Action Plan, which will provide a focus on how TfL will reduce the ethnicity and gender pay gaps.The plans will be developed in consultation with staff network groups and trade unions, supported by local diversity and inclusion plans, as well as TfL’s new Visions and Values, including specific actions to respond to staff issues.

TfL’s Notes on 10 June 2021 Meeting re Bus Driver Safety during the Pandemic

Keith Prince: A published 23 July letter from the Deputy Mayor for Transport to a London bus driver (http://saferoxfordstreet.blogspot.com/2021/08/speaking-out-against-londo...) clearly states “I understand you and Assembly Member Keith Prince met with Transport for London (TfL) staff on June 10 to discuss bus driver safety during the pandemic.” Please provide me with any emails or memos from TfL executives to Heidi Alexander detailing preparations for and reporting any discussions which took place at that 10 June meeting.

The Mayor: As Transport for London (TfL) has received a very similar Freedom of Information (FOI) request, it is already looking for emails and memos between its officers and the Deputy Mayor for Transport about this. If there are any, these will be shared with you. TfL expects to respond to the request by the end of October.

TfL’s Obligation to Monitor and Act on the Health & Safety Performance of its Transport Contractors

Keith Prince: In your response to Question 2021/2357, you state: “Where poor safety and environmental performance by an operator is identified, TfL, at its discretion, may request that the operator concerned develops an action plan to improve safety and/or environmental performance.”

Please provide me with a list of all instances where TfL requested an operator to develop such a Safety and/or Environmental Action Plan which includes: (a) the date the Action Plan was mandated by TfL; (b) Reason why Action Plan was mandated by TfL; (c) Operator name; (d) Operator Service; (e) Indication of whether Action Plan was completed or not; and (f) name or position of TfL officer responsible for monitoring Action Plan.

The Mayor: Transport for London (TfL) has a range of steps it can take to address concerns over safety. Its principal approach is to work closely with its suppliers to encourage and support improvements across a range of performance areas so that further intervention is avoided and not required.
Initially concerns are aired and discussed in regular performance meetings. If these persist, the matter is escalated to a discussionbetween a TfL senior manager and the corresponding bus operator Director. This preventive approach normally ensures issues are fully understood and resolved at an early stage.
There have not been any instances in the last five years where TfL has required an operator to put an action plan in place.

TfL’s Ignorance about Covid-19 Risks for Bus Drivers from Ferry Driving

Keith Prince: During the 28 September BBC Radio 4 broadcast “Occupational Hazard: The bus drivers who died from Covid”, after being told by File on 4 that bus drivers were taken to work in ferry cars with their colleagues, public health expert Professor John Ashton stated, “This is a recipe for spread of the virus in those groups…shocking and in my view completely negligent’. Given that you admitted in response to Question 2021/0544 that TfL didn’t hold its bus operators’ Covid-19 risk assessments for ferry driving, do you agree with Professor Ashton’s assessment?

The Mayor: No, I do not agree with that assessment as a range of mitigation measures were in place to control the virus. The bus operators who used ferry vehicles to transport drivers between garages and changeover points – often for only a short period - followed the prevailing guidance issued by Public Health England (PHE) at different points of the pandemic. They undertook a range of steps to make ferry cars safer, including introducing much larger vans to ensure better social distancing, reducing the number of people in vehicles and installing screens to separate the drivers from the passengers. Messaging was also reinforced around anti-viral cleaning, ventilation and wearing of face coverings. Operators followed national health guidance at every stage.

TfL not holding copies of its Bus Operators’ Covid-19 Risk Assessments

Keith Prince: Given your: (a) admission in your response to Question 2021/0121 that TfL “does not hold copies of these Covid-19 risk assessments for garage premises”; and (b) refusal in your response to Question 2021/0122 to provide “copies of all documentation (emails, directives, decisions and handwritten notes) pertaining to TfL’s discussions—with Bus Operators, Unite the Union and, if applicable, the ORR and Health & Safety Executive—of Covid-19 Risk Assessments for TfL Bus Depots/Garages”, is it the case that TfL does not have such documents because they don’t exist? Do you agree with me that, if that is indeed the case, TfL has indeed been negligent in its duty of care for those workers who carry out its contracted services?

The Mayor: No, I do not. The safety of all transport workers has remained paramount throughout the pandemic.
As set out in my previous responses, the legal duty to ensure that each bus garage is a safe place to work rests with the employer, and accordingly the responsibility for undertaking a Covid-19 Risk Assessment rests with the respective individual bus operating company.
Although Transport for London (TfL) has not required the bus operators to share copies of these risk assessments, TfL has routinely engaged with all its contracted bus operators to ensure a joined-up approach and that safety arrangements on site are aligned to Public Health England and industry best practice.

Workplace Parking Levy

Siân Berry: What progress have you made on the implementation of a Workplace Parking Levy by boroughs in London since 2016?

The Mayor: My Transport Strategy includes provision for boroughs to implement a Workplace Parking Levy (WPL) as a way of encouraging a shift to more sustainable modes. Transport for London (TfL) published my guidance on WPLs along with other useful information for boroughs on its website: https://tfl.gov.uk/info-for/boroughs-and-communities/workplace-parking-levies.
The London Boroughs of Hounslow and Camden have been investigating the feasibility of potential schemes, and I look forward to seeing their proposed next steps. TfL has also shared my guidance and advice notes on investigating WPLs with a number of other boroughs.
For any WPL Scheme in London to progress, Government action is required to make regulations to allow for the notification, adjudication and enforcement of penalty charge notices (PCNs) issued for WPL Scheme Order contraventions, and for the application of WPL income.  TfL has been liaising with the Department for Transport (DfT) for circa three years, supplied appropriate draft regulations and has been awaiting a review by and feedback from the DfT’s legal team.

Cycle Infrastructure Design LTN 1/20 Standard (2)

Caroline Pidgeon: Further to your response to Question2021/3645, asTfL is now working with boroughs to develop the next iterations of their delivery plans, what timelines are TfL seeking to ensure that LTN 1/20 guidance for street design is in place for 80% or more of streets in London?

The Mayor: Boroughs are central to delivering the change London’s streets need to deliver my Transport Strategy. As outlined in my answer to Question 2021/3645 the Local Implementation Plan process is the mechanism for doing this and the current round of delivery planning represents a key opportunity to build on the Streetspace programme to accelerate London’s delivery of high-quality cycle and walking infrastructure.
All new cycling infrastructure, whether delivered by boroughs or TfL, is designed in line with the London Cycle Design Standards, the cycle route quality criteria and LTN 1/20. The pace of delivery will be determined by funding, which is why it is essential that Transport for London secures a long-term funding deal to keep investment in Healthy Streets moving forward at pace.

Silvertown Tunnel

Caroline Pidgeon: A constituent has asked me to raise the following question. Will you consider restricting, through pricing, or a total prohibition of, private cars from using the Silvertown Tunnel to help reduce congestion, air pollution and to enhance bus services?

The Mayor: The Development Consent Order which grants the powers to build and operate the Silvertown Tunnel includes a Charging Policy by which Transport for London (TfL) must set and vary the user charges at the Blackwall and Silvertown Tunnels. This will include pricing of trips in order to secure the congestion relief, air quality and public transport benefits of the scheme. TfL is not currently considering a complete prohibition of private cars through the tunnel from the opening year. The user charges, however, will enable TfL to manage future travel demand at the crossings by, for example, encouraging people to travel at quieter times, in cleaner vehicles or by public transport where possible. This will be supported by the transformative new cross-river bus network which will be delivered as part of the scheme, and the wider initiatives on mode share and air quality being developed to realise the vision set out in my Transport Strategy.
The specific charge levels are still under development, but TfL has set out a clear process to ensure they deliver the scheme’s expected benefits. The charges will be developed in close consultation with the Silvertown Tunnel Implementation Group, which includes representatives from a number of London boroughs, the GLA and National Highways. In the future, the charges can and will be varied to deliver the right outcomes for Londoners, in line with the scheme’s Charging Policy, the Mayor’s Transport Strategy and other relevant policy.

New Battersea Tube/Rail exchange

Caroline Pidgeon: Considering the proximity of the Battersea Power Station London Underground station to Battersea Park train station and Queenstown Road train station will there be an Out of Station interchange facility so that Oyster and contactless passengers are charged for one journey instead of two? Will comprehensive signage advertising the interchange be installed at Battersea Park and Queenstown Road stations and will you encourage train operators to work together to maximise passenger benefit from the new Battersea Power Underground Station?

The Mayor: Transport for London has created an out of station interchange for these stations and journeys are priced according to the route taken.
Signage at Battersea Park and Queenstown Road train stations is the responsibility of the train company. Legible London signs help people navigate between the stations and these are being updated by Lambeth council.

Ticket hall refurbishment at the Elephant and Castle Underground station

Caroline Pidgeon: Following the postponement of the Bakerloo Line extension, are there still plans to proceed with the refurbishment of the ticket hall at the Elephant and Castle Underground station?

The Mayor: As part of a significant mixed-use development at Elephant & Castle led by Delancey, there are plans for a new ticket hall, new escalators and step free access, in addition to connecting passageways to the Northern line at this station. Provision has been made in the design for the new ticket hall to serve the Bakerloo line as well, once the Bakerloo Line Extension has been delivered. This would provide a single, integrated and fully accessible station rather than two separate entrances that exist today. This approach was strongly supported during public consultation.
Transport for London (TfL), the GLA, the London Borough of Southwark and Delancey have made good progress on the necessary agreements for the works on the new ticket hall to start. Construction is planned to start towards the end of 2021. The fit-out of the new ticket hall and connecting passageways remains unfunded, however, and is reliant on TfL’s future funding position, in particular sustained, long-term support from Government for capital investment.

X26 Bus (3)

Neil Garratt: Why was the decision made to switch the X26 from a single decker bus to a double decker bus?

The Mayor: Route X26 was converted to a double-decker bus because additional capacity was required to meet demand at certain times of day in certain locations. Introducing double-decker buses was the most cost-effective way to provide the additional capacity required on the route.

TfL station car park schemes (2)

Emma Best: Further to your responses at the September Mayor’s Question Time session, what steps will you take to ensure that TfL is no longer “surprised” by the scale of opposition to its station car park schemes from local residents, community groups and elected representatives?

The Mayor: Transport for London (TfL) and its development partners deliver best-practice community engagement. Across its portfolio, TfL has spoken to thousands of Londoners and spent hundreds of hours meeting with residents’ groups, businesses, elected representatives and officers to discuss proposals.
For the three schemes in Harrow, almost 8,000 people engaged with the proposals online and over 600 people attended six in-person engagement events. Through Connected Living London, TfL’s build to rent partnership with Grainger plc., over 30,000 people have given their views on development proposals across five development sites. For each project, a summary of community involvement report is prepared, which sets out key themes and responses to issues, and this is submitted alongside the planning application.
I have been clear that we need to build new homes in sustainable locations, including land close to stations. It is entirely appropriate that TfL and its partners revise proposals many times during the pre-application process in response to local feedback. Ultimately, London urgently needs new homes and utilising TfL’s land remains one of our best ways to tackle the housing crisis.

Green Person Authority Trial

Neil Garratt: Can you confirm when the trial of “green person authority” pedestrian crossings ended, or will end? This is a trial of pedestrian crossings which default to red for traffic and green for pedestrians, changing to a green traffic light when a car is detected. Can you also set out how the results of the trial will be shared with the public?

The Mayor: Green Person Authority (GPA) has been implemented as a trial at eighteen locations. These locations were subject to surveys both before and after installation over a two-month period to understand any changes in traffic and pedestrian behaviour, and the changes in operational performance.
The outcomes of these surveys are now being analysed and the trial will conclude once the analysis of all of the safety and operational performance data has been completed. This analysis will feed into a trial conclusions report which Transport for London (TfL) expects to complete by the end of the year. The report will include recommendations as to whether the trial sites will retain GPA technology on a permanent basis. As I have previously committed, this report will be shared with you once finalised.

Covid-19 Response: Autumn and Winter Plan (1)

Elly Baker: The plan says, “If Plan B is implemented, the Government will bring back the legal requirement to wear face coverings in some settings. The precise settings will be decided at the time.” Do you believe that those settings should include public transport? And would you expect to see a higher drop in passenger use if public transport is not covered by the requirement?

The Mayor: Following the Government’s announcement that face coverings would no longer be mandatory from 19 July 2021, I asked Transport for London (TfL) to keep the requirement for customers to wear these as a condition of carriage on all TfL services and stations. The requirement under TfL’s conditions of carriage applies to all customers who were required to wear face coverings under the previous national regulations.
On 29 July 2021, I also wrote to the Secretary of State for Transport, Grant Shapps, asking the Government to reintroduce those national regulations, or to support TfL through making amendments to byelaws and byelaw-making powers to ensure TfL had the most effective mechanism possible for enforcing face coverings. This request was declined.
My position on the use of face coverings on public transport has not changed since 14 September 2021 when the Government announced its ‘plan B’ for England during the coming autumn and winter.

High Barnet Tube Station (2)

Susan Hall: Will you publish all correspondence between TfL and Taylor Wimpey relating to the High Barnet station car park development project for the past six months?

The Mayor: Transport for London (TfL) has confirmed that in recent months its communications with Taylor Wimpey have largely taken place through in-person meetings or video calls.
A proportion of the written communication that has been exchanged will be commercially sensitive, which is important as TfL is planning to bring the High Barnet and Finchley Central sites back to market. Where written communication can be released, this will be made available.

High Barnet Tube Station (1)

Susan Hall: Has Taylor Wimpey withdrawn from the TfL joint venture to build over the station car park at High Barnet?

The Mayor: Taylor Wimpey has decided that it no longer wishes to pursue the development opportunities at High Barnet and Finchley Central.
Transport for London (TfL) is now considering its next steps at these locations given the urgent need to tackle the capital’s housing crisis. TfL is confident that there is market appetite for these sites and will continue to engage with Barnet Council, its commercial tenants and the local community as it assesses how best to move forward with its plans.

High Barnet Tube Station (4)

Susan Hall: What surveys has TfL carried out regarding the stability of the A1000 where it passes High Barnet tube station?

The Mayor: The London Borough of Barnet is the highway authority for the A1000 where it passes High Barnet tube station. Any questions about this should be addressed to the borough directly.

High Barnet Tube Station (3)

Susan Hall: Will you publish the structural surveys carried out by TfL in relation to their plans to build over the station car park at High Barnet?

The Mayor: Transport for London (TfL) does not hold any structural surveys as these were carried out by consultants acting for Taylor Wimpey, in line with the agreement between TfL and Taylor Wimpey.
TfL will continue to engage with the community and share information with local people as its plans for the site develop. If and when structural surveys are undertaken in the future, the findings of these will be shared with interested parties where appropriate.
As is the case for all of TfL’s projects, a full and detailed engineering report will be submitted with any future planning application.

E-Scooter Trial (2)

Nicholas Rogers: Further to 2021/2903, could you please explain what, if any, additional city-wide powers you have identified that might be required as a result of the e-scooter trial?

The Mayor: The London e-scooter rental trial is ongoing and therefore no conclusions have been made yet on any additional city-wide powers that might be required as a result of the learning from the e-scooter trial. Transport for London (TfL) continues to work closely with the Department for Transport to consider the powers that may be appropriate.

E-Scooter Trial (1)

Nicholas Rogers: Further to 2021/2904, could you please provide an update on the work TfL has done with operators on developing an audible signal on e-scooters?

The Mayor: Transport for London (TfL) is continuing to work with each operator and with stakeholder groups on the development of audible signals. However, there are a number of factors that need to be considered to ensure that the most appropriate solution is identified and developed. As the trial continues, TfL remains committed to engaging with operators and stakeholder groups to ensure impacts are being noted and addressed wherever possible.
Alongside this, the operators are already implementing various measures to ensure the safety of both users and non-users of the rental e-scooters. For example, operators run safety training events, have in-app education for first-time riders and, where necessary, take action to issue warnings or bans for dangerous riding behaviour.

Cycle Infrastructure Design LTN 1/20 Standard (2)

Caroline Pidgeon: Further to your response to Question2021/3644, given that LTN 1/20 relates to new cycling schemes, is it the case that existing street layouts that are not LTN 1/20 compliant are not able to be updated to meet latest best practice layouts without capital investment?

The Mayor: Yes, all new schemes would require some form of capital investment, even where minor improvements are proposed.
Pre-pandemic I prioritised record levels of investment to create Healthy Streets across the capital, and I intend to go further. As Mayor, I will continue to push for a fair long-term funding settlement for Transport for London from Government to fund the types of cycling schemes you refer to, alongside other investments to create Healthy Streets and improve public transport.